Shock-absorber.



W. R. STURGBGN.

SHOCK ABSOBBEB.

- APPLICATION FILED SEPT. e, 1911.

tl l" strati* WALTER Bf. STUBGEON, OF STERLING, KANSAS.

SHOCKABSORBER.

Specification of Letters Patent.

lllatentcddnnc il., 1912.

Application filed September 6, 1911. Serial No. 647,827.

T o all whom it may concern.'

Be it known that I, WALTER R.. S'rinonon, a citizen ot ythe United States, residing at Sterling, in the county of Rice and State of Kansas, have invented new and useful linproveinents in Shoclcibsorbei's, of which the following is av specification.

The general object of the invention is to improve the running qualities of an automobile or other vehicle, and to this end the invention resides in a shock` absorber including a plurality of springs adapted to compress successively on the compression and expansion of the vehicle springs.

Other objects will appear and be better understood from the following description taken in connection with the accompanying drawings, in which,

Figure 1 is a verticalsection of a suiiicient portion of a. vehicle to show the application of one embodiment of my invention. Fig. 2 is a detail side elevation partlyin section of the device and looking at right angles to Fig". 1. f

For purposes of illustration l have shown the device connected to the spring and axle ot a vehicle.` rfhis particular application, however, need not be adhered to in so faras connectingA the device to the sp ing is concerned, since the same result, namely that of absorbing or cusl'iioning the shock, may be product-id by connecting the device to the axle and body of the vehicle. ln addition it may be stated that any number of devices may be employed as found necessary and while preference is given to four, two of which are arranged on each axle and in uxtaposition-to the springs or body according vto the construction of the vehicle, still the number may be increased and the devices arranged at other portions found suitable for connecting` the axle to the springs or to the body.

ln the embodiment shown, 5 indicates an angular-shaped bracket which is adapted tor connection, in thepresent instance, to the spring` Any preferred construction may be employed for effecting this connection such asby providing -an enlarged flattened portion 7 on the bracket and piercing t-hesaid portion 7 and the springs so as to receive suitable fastening devices such as bolts 8 which are secured by nuts 9.

10 indicates a vertical guide which is formedI with or otherwise secu-red 'to the horizontal portion of the bracket 5 so as to ovcrlie the axle 11 and extend parallel with the vertical plane of the spring` 5 or the body 12.

15% indicates the rod which slides in the guide 10 and 14 a clamp at thc lower end of the rod and adapted for connection to the axle 1l. l

15 and 16 indicate compression spriilgs which encircle opposite end portions ot theV rod, their remote ends being` received by cupsI 17 and 1S at thc opposite ends of the rod and their adjacent ends being harbored in colmter-bores 19 in opposite ends of the guide 10. Since the ends of the springs are harbored by the cups and counter-horesl the springs, when not under compression, will be prevented from vibrating` and prmlucii'ig;` noises as the` wheels pass over the ground. The upper spring l5 is the weaker o1e the two so as not to abruptly check rebound but togradually overcome the same. The cup 18 adapted to be screwed onto the upper end ot the rod 18 and has a non-cylindrical boss il() providingwrench faces,whereby,the cup may be readily turned either onto or otl" the rad.

llhen the wheels oit the vehicle to which the inv-'ention'is applied pass over rough piace.`- in the road, the ensuing' vibration will he lirst imparted to the spring` 16 and they. to the spring' 15 which will be compr :sed on rebound, much if not all the vibration will be absorbed by these springs and thereby prevented 'from being communicated to the body of the vehicle through the main springs t3, When the vehicle passes over ruts in the road the relatively strong' lower springs 16 will be first compressed as the main springs are compressed. Upon rebound. however, and when the main springs expand. such expansion ol the said main springs will be gradually checked by the spring 15 which will then be compressed. lhis compression of the springs 15 and 1G `will have the eliect. of cushioning the jolts incident to the wheels moving through ruts.

Although l have shown and described one embodiment' oit my invention it is to be understood that l'. am not to be limited to the specific construction and arrangement of parts since various changes will be made,

within the scope of` the appended claim tion.

without departing from the spirit or sacriicing any of the advantages of the invened for bearing on the ,lower face of the upper side 'of one'of the vehicle s rings, a downwardly directed vertical portion and a vertically dis osed sleeve offset from and connected to t e vertical portion, a rod slidingly fitted in the sleeve and having its lower end adapted to be clamped to the axle ofthe vehicle, a nut screwed onto the upper end of the rod, a cup adjacent to the lower end of the rod, and compression springs surrounding the rod andbearing on the opposite ends of the sleeve and also on the nut and cup.

In testimony whereof'I'ax my signature 20 in presence f two witnesses.

WALTER R. 'STURGEON Witnesses:

W. H. BURNHAM, T. F. STURGEON. 

